Automatic transmission shifter assembly with integrated ignition actuator

ABSTRACT

An automatic transmission shifter assembly comprises a shift lever support configured for attachment to a vehicle, a shift lever mounted to the shift lever support to shift between transmission gear settings; a brake transmission system interlock (BTSI) comprising a shift lever control member controllable by actuation of a solenoid or other powered actuator to selectively block the shift lever from moving out of the PARK position. An electronic ignition switch, an ignition actuator and an ignition key interlock are mounted to the shift lever support. The ignition key interlock comprises an interlock member controllable by the ignition actuator to selectively block the solenoid from moving the shift lever control member to the unblock position.

This application claims the priority benefit of U.S. provisional patentapplication Ser. No. 60/667,143 filed on Mar. 31, 2005, entitledAutomatic Transmission Shifter Assembly With Integrated IgnitionActuator.

INTRODUCTION

The present invention is directed to an automatic transmission shifterassembly and, more particularly, to an automatic transmission shifterassembly with integrated ignition actuator.

BACKGROUND

Automatic transmission shifters are known for use in motor vehicles. Insome cases the shifter employs a shifter assembly mounted to the floorof the passenger compartment of the vehicle or to another suitable partof the vehicle body or frame. Such shifter assemblies often comprise amounting structure and/or protective housing for at least part of amanually operable shift lever, e.g., for parts of a pivot structure ofthe shift lever. Various optional or required sensors, cableattachments, lighting units, gear selection indicators and othercomponents may also be included in such shifter assembly mounted to thevehicle. For some such vehicles the applicable government regulations orindustry design standards call for a key interlock system and a braketransmission system interlock, often referred to as a BTSI, whichoperates within the shifter assembly to prevent movement of the shiftlever out of the PARK gear setting unless the foot brake is engaged.Variations on the BTSI interlock strategy are known to those who areskilled in this area.

Improvements in the design or functionality of automatic transmissionshifters are desired by vehicle manufacturers. In order to achieveimproved customer satisfaction and/or other design objectives.Accordingly, it is an objective of the inventive subject matterdisclosed here to provide improved automatic transmission shifters. Itis an objective of at least certain exemplary embodiments of theautomatic transmission shifters disclosed here to provide integratedignition actuators. Other objectives applicable to some or all of theinventive subject matter disclosed here will be apparent to those whoare skilled in this area once they are given the benefit of thisdisclosure.

SUMMARY

In accordance with a first aspect, an automatic transmission shifterassembly comprises a shift lever support configured for attachment to avehicle. The shift lever support includes at least a unitary moldedplastic housing component referred to further below. The automatictransmission shifter assembly according to this disclosure alsocomprises a shift lever mounted to the unitary molded plastic housingcomponent. The shift lever typically will be a manually operable shiftlever to be used by the vehicle operator to shift transmission gears,e.g., to shift back and forth between gear shift positions including atleast, in any order, PARK, NEUTRAL and DRIVE positions corresponding tothe transmission gear settings of the same names. The automatictransmission shifter also comprises a brake transmission systeminterlock (BTSI) mounted to the unitary molded plastic housing andcomprising a powered actuator, typically, e.g., an electrically poweredsolenoid or the like, and a shift lever control member. The shift levercontrol member is controllable by actuation of the powered actuator.When actuated, the solenoid or other actuator applies force to urge theshift lever control member between positions including at least (i) ashift lever block position in which the shift lever control member ispositioned to block the shift lever from moving out of the PARKposition, and (ii) a shift lever unblock position in which the shiftlever control member is not positioned to block the shift lever frommoving out of the PARK position. The automatic transmission shifter alsocomprises an electronic ignition switch mounted to the unitary moldedplastic housing and having conditions including at least (i) an IGNITIONcondition corresponding to ignition of a vehicle's power system, and(ii) a NON-IGNITION condition. As used here, the phrase “correspondingto ignition of a vehicle's power system” means (a) that the condition ofthe ignition switch enables and/or participates in causing initialignition of the vehicle's engine or motor (or at least one of them invehicles having both) from a stopped or not running condition, and/or(b) that the condition of the ignition switch enables and/orparticipates in causing the vehicle's engine or motor to continuerunning (other necessary conditions being met, e.g., the availability ofa supply of fuel, battery power, etc.). The vehicle's engine or motormay be, for example, a diesel or gasoline engine or the like or anelectric or other motor or the like. The automatic transmission shifterassembly according to this disclosure also comprises an ignitionactuator mounted to the unitary molded plastic housing and operative tocontrol the condition of the electronic ignition switch. The ignitionactuator in certain exemplary embodiments is an ignition key socketwhich may operate by rotation, push or other manner. The ignitionactuator is operable connected to the ignition switch and has multiplepositions or other conditions, including at least (i) an actuatorIGNITION condition (e.g., a rotational position) corresponding to theIGNITION condition of the electronic ignition switch, and (ii) anactuator NON-IGNITION condition (again, e.g., a rotational position)corresponding to the NON-IGNITION condition of the electronic ignitionswitch. For example, in certain exemplary embodiments the ignition keysocket (or other version of ignition actuator) will be rotatable (orotherwise moveable or switchable) from an initial LOCK position when thekey is first inserted, to an ACC position in which the ignition switchis put into a condition in which electric power from a vehicle batteryis supplied to selected devices or systems of the motor vehicle, to anON position in which the ignition switch is put into a condition for thevehicle engine or motor to run, to a START position in which theignition switch is put into a condition in which the engine or motor isstarted. In certain exemplary embodiments a rotatable ignition keysocket is spring biased from the START position back toward the ONposition.

The automatic transmission shifter assembly according to this disclosurealso comprises an ignition key interlock mounted to the unitary moldedplastic housing. The ignition key interlock comprises an interlockmember which is controllable by the ignition actuator to move between atleast (i) a block position in which the interlock member is positionedto block the shift lever control member from the shift lever unblockposition, and (ii) an unblock position in which the interlock member ispositioned not to block the shift lever control member from the shiftlever unblock position. It should be understood that as the phrase isused here, the interlock member is controllable by the ignition actuatorat least (but not necessarily any more than) in the sense that underselected operating conditions the ignition actuator (e.g., a rotatableignition key socket or the like) can change the condition of theinterlock member, e.g., change its position or its configuration or thelike. In certain exemplary embodiments the ignition actuator, only withthe key in place, is configured to be operable to move the interlockmember from the block position to the unblock position (whereby the BTSIis freed to release the shift lever from the PARK position). Without thekey, the ignition actuator of the shifter assembly is inoperable to movethe interlock member from the block position to the unblock position.Thus, in at least certain exemplary embodiments of the automatictransmission shifter assemblies disclosed here, the ignition keyinterlock mounted to the unitary molded plastic housing component of theshifter assembly is operable to prevent the BTSI from releasing theshift lever from the PARK position unless the key is in place and theinterlock member has been put into its unblock position.

In certain exemplary embodiments further described below, the interlockmember is locked in the unblock position by the BTSI, e.g., by an axialrod member controlled by a solenoid of the BTSI, when the BTSI ispowered. In typical strategies for transmission shifter assembliesaccording to this disclosure, the BTSI is powered at least when the footbrake of the vehicle is actuated by the vehicle driver. Also, in certainexemplary embodiments the interlock member of the ignition key interlockof the automatic transmission shifter assemblies disclosed here isspring biased from the block position toward the unblock position. Thus,when free to move between its block position and its unblock position,e.g., when the ignition actuator has received the vehicle's ignition keyand been moved to the ON or START position, the spring bias will movethe interlock member to the unblock position. The BTSI will continue toblock the shift lever until the BTSI is actuated. Once actuated, theBTSI will lock the interlock member in the unblock member and theinterlock member in that position will, in turn, block the ignitionactuator from returning to a position that allows removal of the key. Inaccordance with certain such exemplary embodiments, the BTSI isconfigured to be kept in such open position when the shift lever ismoved from the PARK position. Thus, in such embodiments the ignition keycannot be removed from the ignition during normal operation of thevehicle.

In certain exemplary embodiments of the automatic transmission shifterassemblies disclosed here, the ignition actuator comprises a stopsurface that is rotatable with the ignition key socket, e.g., a camsurface, as made clearer below. The stop surface may be a portion of aunitary molded plastic body forming the stop surface, socket and otherfeatures or portions of the ignition key socket. In such embodimentsoptionally the interlock member has a contact or blocking surface whichin the unblock position (i.e., the position of the interlock member thatdoes not block the BTSI) is positioned to contact the stop surface toprevent rotation of the ignition key socket to the LOCK position. Incertain configurations it may optionally also prevent rotation to theACC position. Thus, the interlock member can in such embodiments, whenin position corresponding to the vehicle running, prevent the ignitionkey socket from returning to a position in which the ignition key can bewithdrawn. In certain exemplary embodiments the same contactingsurfaces, i.e., the cam or stop surface that is part of (or otherwiserotationally fixed to) the ignition key socket and the contact surfaceof the interlock member interact to move the interlock member againstthe opposed biasing force mentioned above. Thus, upon receiving theignition key, the ignition key socket is rotated from the LOCK positionto the ACC or ON or Start position, thereby moving the cam or stopsurface of the ignition key socket against the blocking surface of theinterlock member and so moving the interlock member (against theaforesaid bias force) toward its unblock position by cam action, wedgeaction or the like. As disclosed above, interaction of the same surfacesagainst one another in certain exemplary embodiments of the shifterassemblies disclosed here then operates to prevent return of theignition key socket if the interlock member is locked (e.g., by theBTSI) in the unblock position.

Certain exemplary embodiments of the automatic transmission shifterassemblies disclosed here comprise a manual release for the BTSI. Themanual release is operative to release the shift lever from the PARKposition, when the powered actuator is malfunctioning and, in someembodiments even when the solenoid or other powered actuator is applyingforce to urge the shift lever control member to the shift lever blockposition. The manual release for the brake transmission system interlockcan in certain exemplary embodiments comprise a push button exposed toview of the vehicle operator and a contact surface linked to the pushbutton. In certain exemplary embodiments the contact surface is operablylinked to the shift lever control member of the BTSI, e.g., bycontacting a surface of an arm or flange of the shift lever controlmember, such as a unitary extension thereof. The manual release can bemounted to the unitary molded plastic housing for manual movementbetween (i) a normal position in which the manual release does notrelease the shift lever from the PARK position when the powered actuatoris applying force to urge the shift lever control member to the shiftlever block position, and (ii) a release position in which the manualrelease does release the shift lever from the PARK position. In certainexemplary embodiments the manual release is operative to release theshift lever even when the powered actuator is applying force to urge theshift lever control member to the shift lever block position. Optionallysuch contact surface of the manual release is unitary with a manuallyoperable push button integrated with the shifter assembly, e.g., bymounting a spring-biased push button to the unitary molded plastichousing component of the shift lever support.

In accordance with another aspect, an automatic transmission shifterassembly for controlling the gear setting of a motor vehicletransmission having at least park, neutral and drive gear settings,comprises a shift lever support configured for attachment to a vehicle,the shift lever support comprising a unitary molded plastic housingcomponent having longitudinally and laterally extending segments,including at least an ignition key socket segment and a pair oflaterally spaced segments with a shift lever throw-space therebetween.As used here, a “segment” of the unitary housing can be any flange, wallsupport or bracket surface or the like. The automatic transmissionshifter assembly according to this aspect of the disclosed subjectmatter also comprises a shift lever pivot pin extending at least betweenthe pair of laterally spaced segments and a shift lever pivotallymounted to the shift lever pivot pin to shift between a plurality ofgear shift positions including at least, in any order, PARK, NEUTRAL andDRIVE positions. These positions correspond to park, neutral and drivetransmission settings, respectively. The shift lever comprises a shiftlever shaft and a pivot structure attached at a lower end of the shiftlever shaft. At least a portion of the shift lever shaft and pivotstructure are positioned in the shift lever throw-space. The automatictransmission shifter assembly further comprises a brake transmissionsystem interlock (BTSI) mounted to the unitary molded plastic housingand comprising a solenoid and a shift lever control member controllableby actuation of the solenoid to move between at least (i) a shift leverblock position in which the shift lever control member is positioned toblock the shift lever from moving out of the PARK position, and (ii) ashift lever unblock position in which the shift lever control member isnot positioned to block the shift lever from moving out of the PARKposition. The automatic transmission shifter assembly further comprisesan electronic ignition switch mounted to the unitary molded plastichousing and having at least an ON condition corresponding to a vehicle'spower system running, a LOCK condition corresponding to a vehicle'spower system not running, and an IGNITION condition corresponding toinitial ignition of a vehicle's power system from a not runningcondition. The automatic transmission shifter assembly further comprisesan ignition key socket mounted to the ignition key socket segment, andconfigured to receive a key. With a key received in place the ignitionkey socket is rotatable between at least a LOCK position, an ON positionand an IGNITION position to control the condition of the electronicignition switch between the LOCK condition, the ON condition and theIGNITION condition, respectively. The automatic transmission shifterassembly further comprises an ignition key interlock mounted to theunitary molded plastic housing and comprising a key interlock levercontrollable by movement of the ignition key socket to move between atleast (i) a block position in which a key interlock lever is positionedto block the brake transmission system interlock from the shift leverunblock position, and (ii) an unblock position in which a key interlocklever is not positioned to block the brake transmission system interlockfrom the shift lever unblock position. It should be understood that, asused here, the phrase “key interlock lever controllable by movement ofthe ignition key socket” means that the key interlock lever iscontrollable under at least certain normal operating conditions to makeat least certain position (or other condition) changes in response tooperation of the ignition key socket.

In certain exemplary embodiments automatic transmission shifterassemblies as disclosed immediately above, the ignition key socket in atleast the ON position and the IGNITION position is configured to resistwithdrawal of the ignition key, and in at least the LOCK position isconfigured not to resist withdrawal of the key. In certain suchembodiments the key interlock lever in the unblock position blocks theignition key socket from the LOCK position. The key interlock lever ofthe ignition key interlock optionally is spring biased from the blockposition toward the unblock position. The BTSI optionally can beconfigured to lock the interlock member of the ignition key interlock inthe unblock position when the control member of the brake transmissionsystem interlock is in the shift lever unblock position. In certainexemplary embodiments the key interlock lever when locked in the unblockposition by the brake transmission system interlock blocks rotation ofthe ignition key socket to the LOCK position. For example, the ignitionkey socket may have a cam surface rotationally fixed with the ignitionkey socket, and the key interlock lever in the unblock position canpresent a blocking surface positioned to contact the cam surface toblock rotation of the ignition key socket to the LOCK position. The samesurfaces can be employed as linkage or operative contacting surfacesbetween the interlock lever and the ignition key socket to move theinterlock member to the unblock position from the block position, e.g.,upon starting the vehicle engine.

It will be appreciated by those skilled in the art, that is, by thosehaving skill and experience in the technology areas involved in thenovel automatic transmission shifter assemblies disclosed here, thatsignificant advantages can be achieved by such shifter assemblies. Forexample, in certain embodiments described further below, designimprovement, overall cost efficiency and/or vehicle operator conveniencecan be achieved. Additional advantages will be apparent to those skilledin the art given the benefit of this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic perspective view of a motor vehicle automatictransmission shifter assembly in accordance with an exemplary embodimentof the novel subject matter disclosed here.

FIG. 2 is a schematic perspective view of the automatic transmissionshifter assembly of FIG. 1 from another angle of view.

FIG. 3 is a schematic perspective view, partially broken away andpartially in phantom, taken from another viewing angle, of the automatictransmission shifter assembly of FIG. 1.

FIG. 4 is a schematic perspective view, partially broken away, of thekey interlock and brake transmission system interlock of the automatictransmission shifter assembly of FIG. 1, shown in the “key in LOCK”condition.

FIG. 5 is a schematic perspective view, partially broken away, of thekey interlock and the BTSI system of FIG. 4 as shown in the “key in ACC”condition or the “key in ON” condition.

FIG. 6 is a schematic perspective view of the automatic transmissionshifter assembly of FIG. 1, shown partially broken away and partially inphantom, shown in the “key in ACC” condition or the “key in ON”condition.

FIG. 7 is a schematic perspective view similar to FIG. 6, partiallybroken away and partially in phantom, of the automatic transmissionshifter assembly of FIG. 1, with the shift lever moved out of the PARKgear setting and the BTSI lever in the OPEN position.

The figures referred to above are not drawn necessarily to scale andshould be understood to provide a representation of certain exemplaryembodiments of the invention, illustrative of the principles involved.Some features depicted in the drawings may have been enlarged ordistorted relative to others to facilitate explanation andunderstanding. Particular configurations, dimensions, orientations andthe like for any particular embodiment will typically be determined, atleast in part, by the intended application and by the environment inwhich it intended to be used.

DETAILED DESCRIPTION OF CERTAIN EXEMPLARY EMBODIMENTS

An “automatic transmission shifter assembly for a vehicle” in accordancewith this disclosure may be fully assembled and installed in a vehicleor may be fully assembled and ready for installation in a vehicle.Alternative embodiments of the automatic transmission shifter assembliesin accordance with this disclosure may be less than fully assembled, forexample, where some assembly occurs during or after installation intothe vehicle. Certain exemplary embodiments of automatic transmissionshifter assemblies in accordance with this disclosure may themselves besub-assemblies of a larger or more complete shifter assembly. Also asused here (meaning in this disclosure and description of certainexemplary embodiments and in the claims at the end) the “lateral”direction is the side-to-side direction, that is, the directionperpendicular to the vehicle's normal forward direction of travel,unless a different meaning is made clear by the context of usage. Thefore-and-aft direction is substantially parallel to the vehicle's normalforward direction of travel, unless a different meaning is made clear bythe context of usage. Thus, forward is at least approximately thevehicle's normal forward direction of travel and rearward is at leastapproximately the opposite direction, unless a different meaning is madeclear by the context of usage. The down direction is at leastapproximately the direction of gravity and the up direction is at leastapproximately the opposite direction, unless a different meaning is madeclear by the context of usage. When discussing any of the appendeddrawings, directional references are intended to be consistent with theview shown in such drawing(s), unless a different meaning is made clearby the context of usage.

The ignition actuator of certain exemplary embodiments of the automatictransmission shifter assemblies disclosed here comprise an ignition keysocket mounted to the unitary molded plastic housing and configured toreceive a key to control the condition of the electronic ignitionswitch. The ignition key socket in such embodiments is controllable witha key received therein. More specifically, the ignition key socket insuch embodiments is controllable between positions including at least(i) an IGNITION position corresponding to the IGNITION condition of theelectronic ignition switch, and (ii) a NON-IGNITION positioncorresponding to the NON-IGNITION condition of the electronic ignitionswitch. In certain such embodiments, with a key received in the ignitionkey socket, i.e., with the ignition key socket in place, is rotatablymoveable between the IGNITION and NON-IGNITION positions. In certainalternative embodiments the ignition actuator is a push button type,such that, for example, with the ignition key in place, the ignitionactuator can be pushed to cause engine ignition.

Referring now to the drawings, FIGS. 1-7 are seen to illustrate anautomatic transmission shifter assembly 10 suitable for use in passengercars, light trucks, etc. Shifter assembly 10 has a shift lever support12 configured for attachment to a vehicle body panel, such as the floorof the passenger vehicle compartment. The shift lever support 12comprises a unitary molded plastic housing component 14, insert-moldedreinforcements 16 to strengthen attachment to the vehicle, a bezel 18showing a serpentine shift lever path 19 and marked “P-R-N-D” signifyingthe various gear settings of the shift lever corresponding to the gearsettings of the vehicle transmission. It will be recognized by thoseskilled in the art that the shift path may follow any suitable gearshift strategy, for example, a serpentine path as in the illustratedembodiment, a straight shift lever throw path, etc. It will be apparentto those skilled in the art, given the benefit of this disclosure, thatthe unitary molded plastic housing component 14 and the other componentsof the shift lever support, along with the location of reinforcement ofinserts 16 and the like will depend on the particular configurationrequired for a particular vehicle application. Thus, the shift leversupport can be configured differently for different vehicles.

A shift lever 20 is seen to be mounted to the shift lever support 12.More specifically, shift lever 20 is seen to comprise a shift knob 22mounted at the upper end of shift lever shaft 24. Optional thumb release24 is provided in shift knob 22 in accordance with known techniques.Thumb release 24, for example, may operate a vertically moveable releaseshaft running downwardly through the center of a hollow shift levershaft 24. Typically, the shift lever will be moveable or shiftablebetween a plurality of gear shift positions including at least, in anyorder, PARK, NEUTRAL and DRIVE positions in accordance with knownautomatic transmission shift strategies. It will be apparent to thoseskilled in the art, given the benefit of this disclosure, that anysuitable gear shift pattern may be employed that is consistent with thetransmission employed in the vehicle.

The automatic transmission shifter assembly 10 is seen to furthercomprise a brake transmission system interlock 28 mounted to unitarymolded plastic housing component 14. The brake transmission systeminterlock 28, commonly referred to as a “BTSI” comprises a poweredactuator 30 having elongate output member 94 and a shift lever controlmember 32. Control member 32 is rotatably mounted via mounting pivot 72.Control member 32 is controllable by actuation of powered actuator 30 toapply force to urge the control member to a position in which it blocksthe shift lever 20 in PARK position. As best seen in FIG. 3, forexample, the top end 34 of shift lever control member 32 is positionedadjacent shift lever shaft 24 such that shift lever shaft 24 is retainedin the PARK position. As viewed in FIG. 3, shift lever shaft 24 isprevented from moving towards the right-foreground by the top end 34shift lever control member 32. In contrast, as best seen in FIG. 6, withthe BTSI in an open position when solenoid 30 is powered on or themanual release lever (discussed further below) is pressed downwardly,the shift lever shaft 24 is free to move out of PARK position and intoother gear settings. In FIG. 7, shift lever 24 is seen to be moved outof the PARK position.

Automatic transmission shifter assembly 10 further comprises anelectronic ignition switch 40 mounted into the shift lever support 12.In the illustrated embodiment, the electronic switch 40 is mounted tounitary molded plastic housing 14. Electronic ignition switch 40 hasmultiple conditions including at least (i) an IGNITION conditioncorresponding to ignition of a vehicles power system and, (ii) aNON-IGNITION condition. Typically, the ignition switch will haveconditions corresponding to an OFF or LOCK position, ACCESORY-POWERposition (referred to herein by the short hand term “ACC”) an ONposition corresponding to a condition in which the ignition switchenables operation of the vehicle engine or motor, and a START positioncorresponding to a condition of the ignition switch which enables orcauses initial ignition of the engine or motor from a not runningcondition.

The automatic transmission shifter assembly 10 further comprises anignition actuator 44 mounted to the shift lever support. In theillustrated embodiment, ignition actuator 44 is mounted to unitarymolded plastic housing 14. Ignition actuator 44 is operative to controlthe condition of the electronic switch. Ignition actuator 44 in theillustrated embodiment comprises an ignition key socket 46 which isrotationally fixed to key shaft 48 having cam 50 unitary therewith. Itcan be seen that ignition key socket 46 is adapted to receive anignition key. With the ignition key in place, ignition key sock 46 isconfigured to rotate and thereby correspondingly to rotate key shaft 48.Rotation of key shaft 48, in turn, puts ignition switch 40 into acorresponding condition. Thus, rotation of ignition key socket 46 fromthe LOCK to the START position causes the ignition switch 40 in theillustrated embodiment to be in the IGNITION condition whereby thevehicle engine or motor is started. In this respect, the ignitionactuator can follow any suitable position strategy, e.g., thosecurrently known to those skilled in the art for ignition key control ofvehicle operation.

Automatic transmission shifter assembly 10 further comprises ignitionkey interlock 52 mounted to shift lever support 12. In the illustratedembodiment, ignition key interlock 52 is mounted to unitary moldedplastic housing component 14. Ignition key interlock 52 comprises aninterlock member 54 controllable by multiple different components,including in the illustrated embodiment, the ignition actuator 44. Ascontrolled by ignition actuator 44, interlock member 54, in the form ofan interlock lever, is moveable between at least (i) a block position inwhich the interlock member 54 is positioned to block the shift levercontrol member 32 from the shift lever unblock position, and (ii) anunblock position in which interlock member 54 is positioned not to blockshift lever control member 32 from the shift lever unblock position. Inthe illustrated embodiment, interlock member 54 is biased, specifically,spring biased, from the block position toward the unblock position. Morespecifically, coil spring 56 biases the interlock lever 54 toward theleft as viewed in FIGS. 4 and 5.

The automatic transmission shifter assembly 10 illustrated in theappended drawings further comprises a manual release for the shift lever20. In general, manual release 60 acts to bypass or override the BTSI torelease the shift lever from the PARK POSITION even when the poweredactuator, i.e. solenoid 30 is applying force to urge the shift levercontrol member to the shift lever block position. In this way, thevehicle can be operated even in the event of a malfunction of the BTSI.In the illustrated embodiment, manual release 60 comprises a push button62 presented at the upper surface of unitary molded plastic housingcomponent 14 for ergonomic access by a vehicle operator. Push button 62is upwardly biased by coil spring 64 wrapped concentrically about shaft66. It can be seen that manually depressing push button 62 downwardlywill cause contact surface 68 at the bottom of manual release shaft 66to contact arm or extension 70 of control member 32. Downward movementof arm 70 will cause rotation of shift lever control member 32 aboutmounting pivot 72, whereby upper end 34 of shift lever control member 32will be moved out of it's shift lever block position. Referring to FIG.6, for example, shift lever control member 32 is seen to be clockwisepivoted about mounting pivot 72 by operation for actuation of solenoid30, thereby moving upper-end 34 to the shift lever unblocked positionseen in FIG. 6. It would appreciated that downward pressure on pushbutton 62 of manual release mechanism 60 will likewise cause suchclockwise rotation of shift lever control member 32 about mounting pivot72. In the illustrated embodiment contact surface 68 is unitary withpush button 62. It will be recognized, however, by those skilled in theart, given the benefit of this disclosure, that alternative arrangementsare possible whereby push button 62 is linked to contact surface 68 bysuitable intermediate members.

It can be seen that the shift lever 20, once released from the PARKposition either by the manual override mechanism or by actuation of theBTSI, is free to shift the vehicle's transmission by operation oftransmission cable 76. Transmission cable 76 is connected via pin 78 atthe bottom of pivot structure 80. In the illustrated embodiment,transmission cable 76 is a BOWDEN cable mounted to the shift leversupport 12 at mounting 82 in accordance with conventional technique. Arooster comb 84 is provided at a lower surface of pivot structure 80 forengagement by spring follower 86. Pivot structure 80 is mounted to theshift lever support, specifically in the illustrated embodiment tounitary molded plastic housing component 14, at pivot pin 90. Thus, theshift lever, including both shift lever shaft 24 and pivot structure 80are rotatably mounted to the shift lever support via pivot pin 90. Asbest seen, for example, in FIG. 2, the shift lever is mounted in athrow-space defined between parallel vertical wall segments 92 and 94 ofthe unitary molded plastic housing component 14.

From the foregoing disclosure of certain exemplary embodiments, thoseskilled in the art will recognize that in at least certain embodimentsof the novel subject matter disclosed here, automatic transmissionshifter assemblies may comprise a simple mechanical linkage between theshifter mechanism and the ignition key unit. Integrating the ignitionkey unit into the shifter housing, and especially those embodimentswherein the ignition key unit is integrated into a unitary moldedplastic housing component in accordance with the foregoing disclosure ofcertain exemplary embodiments, provides advantages including, in atleast certain embodiments, eliminating the cable connection or theelectric connection between the shifter assembly and a remote ignitionkey unit, thereby reducing overall cost, improving system reliabilityand security, and/or reducing overall vehicle control packaging size.Those skilled in the art, given the benefit of this disclosure, willrecognize that at least certain embodiments of the shifter assembliesdisclosed here can be designed to comply with US Federal Regulations forautomatic transmission shifters for certain motor vehicles, includingthe key interlock function and the brake transmission system interlock(BTSI) function. The key interlock function requires that the key mustbe turned to the ACC or ON position in order to allow the driver to movethe shift lever out of the PARK position (with actuation of the vehiclefoot brake). Correspondingly, with the shift lever out of the PARKposition, the ignition key must be retained (i.e., not removable) fromthe ignition key cylinder. The BTSI interlock function requires that thevehicle operator apply the foot brake in order to move the transmissionshifter out of the PARK position. Such functions are advantageouslyachieved by at least certain exemplary embodiments the shift assembliesdisclosed here, including, e.g., the embodiment illustrated in theappended drawings. That is, appended FIGS. 1-7 illustrate a motorvehicle automatic transmission shifter assembly with integrated ignitionkey unit, which assembly meets the key interlock and BTSI functionrequirements. In accordance with the illustrated embodiment, when thereis no ignition key in the ignition key socket 44, such that the ignitionkey socket is in the LOCK position (see FIG. 4) key interlock lever 54is pushed toward the right (as viewed in FIG. 4) by cam surface 50 ofthe ignition actuator 44. In that position the key interlock lever 54blocks the solenoid shaft 94 which is connected to BTSI lever 32 atconnection point 95. Because the shaft 94 solenoid 30 is blocked, theBTSI lever 32 does not move to the unblock position. Therefore, shiftlever shaft 24 is prevented from moving out of the PARK gear setting,even when the driver applies the foot brake and so powers-on thesolenoid 30. Once the ignition key is turned to the ACC or ON position,key interlock lever 54 is pushed toward the left (as viewed in FIGS. 4 &5) by spring 56. This condition is best seen, for example, in FIG. 5wherein the ignition key socket 48 is moved to the ON position. In FIG.5, it can also be seen that solenoid shaft end 94 is aligned withopening 95 in key interlock lever 54. In this condition, when thevehicle foot brake is applied solenoid 30 is powered-on and this, inturn, moves solenoid shaft 94 generally upward and to the left as seenin FIGS. 6 & 7, such that shaft end 98 extends into or through notch 95of the key interlock lever and BTSI lever 32 is correspondingly rotatedclockwise about pivot mounting 72. This moves upper end 34 of BTSI lever32 out of blocking position whereby shift lever shaft 24 can now bemoved out of the PARK setting (see FIG. 6). When shift lever 20 is inany gear position other then PARK, a short pole or nub 100 on yoke 102keeps the BTSI lever 32 in the OPEN position, as best seen in FIG. 7.Because the solenoid shaft 94 is pushed out by BTSI lever 32, wherebyterminal end 98 of solenoid shaft 94 extends into or through notch 95key interlock lever 54, the key interlock lever is held in the unblockposition. That is, key interlock lever 54 is not free to move to theright or left (as viewed in FIGS. 4 & 5). Therefore, the ignition keysocket 48 is prevented by the interaction of cam surface 50 with surface51 of the key interlock lever 54 from rotating counter-clockwise (asviewed in FIGS. 4 & 5) back toward the LOCK position. Since the ignitionkey socket can not be returned to the LOCK position, the key cannot beremoved in this condition.

While certain particular embodiments of the invention have beenillustrated and described, it will be apparent to those skilled in theart that numerous modifications and additions can be made withoutdeparting from the true spirit and scope of the invention. Accordingly,it is not intended that the invention be limited except in accordancewith the terms of the following claims. In the following claims,definite and indefinite articles such as “the,” “a,” “and,” and thelike, in accordance with traditional patent law and practice, mean “atleast one.” Thus, for example, reference above or in the claims to “anignition key interlock mounted to the unitary molded plastic housing”means at least one ignition key interlock. Optionally, any one or moreof multiple such ignition key interlocks may contain the features calledfor in any particular claim.

In general, unless expressly stated otherwise, all words and phrases areused above and in the following claims have all of their variousdifferent meanings, including, without limitation, any and allmeaning(s) given in general purpose dictionaries, and also any and allmeanings given in science, technology, medical or engineeringdictionaries, and also any and all meanings known in the relevantindustry, technological art or the like. Thus, where a term has morethan one possible meaning, all such meanings are intended to be includedfor that term as used here. In that regard, it should be understood thatif a device, system or method has the item as called for in a claimbelow (i.e., it has the particular feature or element called for, e.g.,a unitary molded plastic housing component), and also has one or more ofthat general type of item but not as called for (e.g., it has one ormore other unitary molded plastic housing components to which no shiftlever is mounted) then the device, system or method in questionsatisfies the claim requirement. Those one or more extra items aresimply ignored in determining whether the device, system or method inquestion satisfies the claim requirement.

1. An automatic transmission shifter assembly comprising: a shift leversupport configured for attachment to a vehicle, the shift lever supportcomprising a unitary molded plastic housing component; a shift levermounted to the unitary molded plastic housing component to shift betweena plurality of gear shift positions including at least, in any order,PARK, NEUTRAL and DRIVE positions; a brake transmission system interlock(BTSI) mounted to the unitary molded plastic housing component andcomprising a powered actuator and a shift lever control membercontrollable by actuation of the powered actuator to apply force to urgethe shift lever control member between positions including at least ashift lever block position in which the shift lever control member ispositioned to block the shift lever from moving out of the PARKposition, and a shift lever unblock position in which the shift levercontrol member is not positioned to block the shift lever from movingout of the PARK position; an electronic ignition switch mounted to theunitary molded plastic housing component and having conditions includingat least an IGNITION condition corresponding to ignition of a vehicle'spower system, and a NON-IGNITION condition; an ignition actuator mountedto the unitary molded plastic housing component and operative to controlthe condition of the electronic ignition switch, the ignition actuatorhaving actuator conditions including at least an actuator IGNITIONcondition corresponding to the IGNITION condition of the electronicignition switch, and an actuator NON-IGNITION condition corresponding tothe NON-IGNITION condition of the electronic ignition switch; and anignition key interlock mounted to the unitary molded plastic housingcomponent and comprising an interlock member controllable by theignition actuator to move between at least: a block position in whichthe interlock member is positioned to block the shift lever controlmember from the shift lever unblock position, and an unblock position inwhich the interlock member is positioned not to block the shift levercontrol member from the shift lever unblock position.
 2. The automatictransmission shifter assembly of claim 1 wherein the ignition actuatorcomprises an ignition key socket mounted to the unitary molded plastichousing component and configured to receive a key to control thecondition of the electronic ignition switch, the ignition key socketbeing controllable with a key received therein between positionsincluding at least an IGNITION position corresponding to the IGNITIONcondition of the electronic ignition switch, and a NON-IGNITION positioncorresponding to the NON-IGNITION condition of the electronic ignitionswitch.
 3. The automatic transmission shifter assembly of claim 2wherein the ignition key socket with a key received therein is rotatablymoveable between the IGNITION and NON-IGNITION positions.
 4. Theautomatic transmission shifter assembly of claim 2 wherein the interlockmember of the ignition key interlock is spring biased from the blockposition toward the unblock position.
 5. The automatic transmissionshifter assembly of claim 2 wherein the brake transmission systeminterlock locks the interlock member of the ignition key interlock inthe unblock position when the control member of the brake transmissionsystem interlock is in the shift lever unblock position.
 6. Theautomatic transmission shifter assembly of claim 2 wherein the ignitionkey socket has a. at least one position corresponding to running thevehicle's power system and in which the ignition key socket isconfigured to resist withdrawal of a key therefrom, and b. at least oneother position in which the ignition key socket is configured not toresist withdrawal of a key therefrom.
 7. The automatic transmissionshifter assembly of claim 6 wherein the interlock member in the unblockposition is configured to block rotation of the ignition key socket tothe position in which the ignition key socket is configured not toresist withdrawal of a key therefrom.
 8. The automatic transmissionshifter assembly of claim 7 wherein the ignition actuator comprises astop surface rotatable with the ignition key socket, and the interlockmember in the unblock position presents a blocking surface positioned tocontact the stop surface to block rotation of the ignition key socket tothe position in which the ignition key socket is configured not toresist withdrawal of a key therefrom.
 9. The automatic transmissionshifter assembly of claim 1 wherein the powered actuator is anelectrically powered solenoid.
 10. The automatic transmission shifterassembly of claim 1 further comprising a manual release for the braketransmission system interlock operative to release the shift lever fromthe PARK position when the powered actuator is applying force to urgethe shift lever control member to the shift lever block position. 11.The automatic transmission shifter assembly of claim 10 wherein themanual release for the brake transmission system interlock comprises apush button and a contact surface linked to the push button, the manualrelease being mounted to the unitary molded plastic housing componentfor manual movement between a. a normal position in which the manualrelease does not release the shift lever from the PARK position when thepowered actuator is applying force to urge the shift lever controlmember to the shift lever block position, and b. a release position inwhich the manual release does release the shift lever from the PARKposition when the powered actuator is applying force to urge the shiftlever control member to the shift lever block position.
 12. Theautomatic transmission shifter assembly of claim 10 wherein the contactsurface of the manual release is unitary with the push button.
 13. Anautomatic transmission shifter assembly for controlling the gear settingof a motor vehicle transmission having at least park, neutral and drivegear settings, comprising: a shift lever support configured forattachment to a vehicle, the shift lever support comprising a unitarymolded plastic housing component having longitudinally and laterallyextending segments including at least a pair of laterally spacedsegments with a shift lever throw-space therebetween, and an ignitionkey socket segment; a shift lever pivot pin extending at least betweenthe pair of laterally spaced segments; a shift lever pivotally mountedto the shift lever pivot pin to shift between a plurality of gear shiftpositions including at least, in any order, PARK, NEUTRAL and DRIVEpositions corresponding to park, neutral and drive transmissionsettings, respectively, the shift lever comprising a shift lever shaftand a pivot structure attached at a lower end of the shift lever shaft,at least a portion of the shift lever shaft and pivot structure beingpositioned in the shift lever throw-space; a brake transmission systeminterlock mounted to the unitary molded plastic housing component andcomprising a solenoid and a shift lever control member controllable byactuation of the solenoid to move between at least a shift lever blockposition in which the shift lever control member is positioned to blockthe shift lever from moving out of the PARK position, and a shift leverunblock position in which the shift lever control member is notpositioned to block the shift lever from moving out of the parkposition; an electronic ignition switch mounted to the unitary moldedplastic housing component and having at least an ON conditioncorresponding to a vehicle's power system running, a LOCK conditioncorresponding to a vehicle's power system not running, and an IGNITIONcondition corresponding to ignition of a vehicle's power system; anignition key socket mounted to the ignition key socket segment,configured to receive a key and with a key received therein is rotatablebetween at least a LOCK position, an ON position and an IGNITIONposition to control the condition of the electronic ignition switchbetween the LOCK condition, the ON condition and the IGNITION condition,respectively; and an ignition key interlock mounted to the unitarymolded plastic housing component and comprising a key interlock levercontrollable by movement of the ignition key socket to move between atleast: a block position in which a key interlock lever is positioned toblock the brake transmission system interlock from the shift leverunblock position, and an unblock position in which a key interlock leveris not positioned to block the brake transmission system interlock fromthe shift lever unblock position.
 14. The automatic transmission shifterassembly of claim 13 wherein the ignition key socket in at least the ONposition and the IGNITION position is configured to resist withdrawal ofa key therefrom, and in at least the LOCK position is configured not toresist withdrawal of a key therefrom, and the key interlock lever in theunblock position blocks the ignition key socket from the LOCK position.15. The automatic transmission shifter assembly of claim 14 wherein thekey interlock lever of the ignition key interlock is spring biased fromthe block position toward the unblock position.
 16. The automatictransmission shifter assembly of claim 14 wherein the brake transmissionsystem interlock locks the interlock member of the ignition keyinterlock in the unblock position when the control member of the braketransmission system interlock is in the shift lever unblock position.17. The automatic transmission shifter assembly of claim 16 wherein thekey interlock lever when locked in the unblock position by the braketransmission system interlock blocks rotation of the ignition key socketto the LOCK position.
 18. The automatic transmission shifter assembly ofclaim 17 wherein the ignition key socket comprises a cam surfacerotationally fixed with the ignition key socket and the key interlocklever in the unblock position presents a blocking surface positioned tocontact the cam surface to block rotation of the ignition key socket tothe LOCK position.